Buffer zone for interior aircraft features

ABSTRACT

Several embodiments of buffer zones are provided that are contemplated to be disposed with respect to two or more adjacent elements on an aircraft. The buffer zones adjust for dynamic spacing between the elements to help control different gapping requirements between the elements installed in the aircraft. Embodiments include an aircraft interior panel configuration, an aircraft interior wall panel configuration, an adjustable width aircraft bulkhead, and an aircraft personal service unit.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This International PCT Patent Application relies for priority on U.S.Provisional Patent Application Ser. No. 61/984,631, filed on Apr. 25,2014, the entire content of which is incorporated herein by reference.

FIELD OF THE INVENTION

The present invention concerns configurations for the interiorarchitecture of an aircraft. More specifically, the present inventionconcerns a construction for two or more adjacent elements on an aircraftthat adjust for dynamic spacing between the elements to help controldifferent gapping requirements between the elements installed in theaircraft.

BACKGROUND

As known to those of skill in the art, an aircraft fuselage is subjectto considerable expansion, contraction, bending, corkscrewing, and otherflex forces during service (referred herein as “aircraft flexure” or“flexure”).

The dynamic movement of various aspects of the fuselage and interiorcomponents with respect to one another (i.e., aircraft flexure)introduces a changing environment that makes very difficult the closetolerance installation of various interior aircraft features withrespect to one another and with respect to the fuselage walls.

Aircraft flexure typically establishes gaps between elements on theaircraft. The gaps may be temporary, semi-permanent, or permanentdepending upon the nature of the flexure. This gapping occurs, forinstance, between wall panels or ceiling panels and bulkhead walls.Gapping can also occur between other aircraft features includinginterior elements and features.

Aircraft building tolerances also require significant production timewhere installers have to cut and fit each component feature keeping inmind ordinary aircraft flexure. Aircraft build tolerances are alsoimpacted by individual component manufacturing tolerances, buildsequence installation, jig positioning, manual installation and aircraftstructure build tolerances. The sum of these tolerances may create gapsthat are independent of aircraft flexure.

When aircraft flexure occurs, the gaps introduced thereby creates adrawback in the aesthetic appearance of the cabin features.Specifically, customers prefer not to see gaps or other inconsistenciesbetween interior design details. In other words, customers prefer to seea high quality finish in the interior of an aircraft regardless of theaircraft flexure conditions.

SUMMARY

Accordingly, it is an object of the present invention to overcome theexisting drawbacks with respect to gapping between interior aircraftfeatures as result of aircraft flexure, manufacturing tolerances andbuild sequence. As will be discussed herein, the present inventionestablishes buffer zones at intersections between aircraft features tominimize or eliminate gaps between those features that may otherwiseappear.

It is, therefore, an aspect of the present invention to provide anaircraft interior panel configuration that includes a first interiorpanel having a first edge, a first cavity formed in the first edge, afirst soft seal element disposed in the first cavity, and a transitioninsert disposed adjacent to the first edge such that the first edgeoverlaps the transition insert. The transition insert is adapted to befixedly mounted in an aircraft interior along an arc. The first softseal element is biased to press the first edge against a surface of thetransition insert.

It is contemplated for the aircraft interior panel configuration thatthe first edge is configured to slide against the surface of thebulkhead transition surface while being pressed thereagainst.

It is also contemplated that the transition insert is a bulkheadtransition insert extends between a first and a second bulkhead.

In one contemplated embodiment, the first edge is a flexible material.

In another contemplated embodiment, the first soft seal element is aflexible material.

The aircraft interior panel configuration also may include a secondinterior panel having a second edge, a second cavity formed in thesecond edge, and a second soft seal element formed in the second cavity.If so, it is contemplated that the second edge overlaps the transitioninsert and is disposed from the first edge, thereby establishing a gapbetween the first edge and the second edge. Moreover, the second softseal element may be biased to press the second edge against the surfaceof the transition insert.

In this contemplated embodiment, the second edge may be configured toslide against the surface of the bulkhead transition surface while beingpressed thereagainst.

In one contemplated embodiment, the transition insert is a bulkheadtransition insert extends between a first and a second bulkhead.

It is contemplated that the second edge may be a flexible material.Similarly, the second soft seal element may be a flexible material.

In a further embodiment, the present invention provides for an aircraftinterior panel configuration that includes a first interior panel havinga first edge, a first soft seal element disposed at the first edge, anda transition insert disposed adjacent to the first edge such that thefirst edge overlaps the transition insert. The transition insert isadapted to be fixedly mounted in an aircraft interior along an arc. Thefirst soft seal element is biased to press the first edge against asurface of the transition insert.

In still another contemplated embodiment, the aircraft interior panelconfiguration also may include a second interior panel having a secondedge, and a second soft seal element disposed at the second edge. If so,the second edge is contemplated to overlap the transition insert and isdisposed from the first edge, thereby establishing a gap between thefirst edge and the second edge. The second soft seal element iscontemplated to be biased to press the second edge against the surfaceof the transition insert.

In still another embodiment, the present invention provides an aircraftinterior wall panel configuration that includes a sidewall having anedge, a cavity formed in the edge, and a soft seal element disposed inthe cavity. The sidewall is adapted to be mounted as a wall inside anaircraft. The flexible edge is biased into a pressing engagement with abulkhead.

In this embodiment, it is contemplated that the edge may be made from aflexible material. Similarly, the soft seal element may be made from aflexible material.

In a further embodiment, the present invention provides a n aircraftinterior wall panel that has a sidewall having an edge and a soft sealelement disposed at the edge. The sidewall is adapted to be mounted as awall inside an aircraft. The flexible edge is biased into a pressingengagement with a bulkhead.

It is contemplated that a first bulkhead surface may be attachable to aframe, disposable adjacent to a first side ledge and that a first softseal element may connect the first bulkhead surface to a first side ofthe frame. The first bulkhead surface may be biased into pressingengagement with the first side ledge by the first soft seal element.

It is further contemplated that the adjustable width aircraft bulkheadmay include a second bulkhead surface attached to a second side of theframe, disposable adjacent to second side ledge and a second soft sealelement connecting the second bulkhead surface to a second side of theframe. The second bulkhead surface may be biased into pressingengagement with the second side ledge by the second soft seal element.

In this contemplated embodiment, the frame may be attachable to thefuselage of the aircraft. Furthermore, the first soft seal element maybe made from a flexible material and the second soft seal element alsomay be made from a flexible material.

In yet another contemplated embodiment, the present invention providesfor an aircraft personal service unit configuration that includes apersonal service unit, an end defined by the personal service unit, anda transition end cap disposed on a bulkhead comprising a protrusion withan end. The protrusion may extend behind the personal service unit, thesoft seal element may bias the end against the personal service unit,and the protrusion and the personal service unit may be in slidingengagement with one another.

With respect to the aircraft personal service unit, it is contemplatedthat a soft seal element may be disposed at the end of the protrusion,biasing the end of the protrusion against the personal service unit. Asbefore, the soft seal element is contemplated to be a flexible material.

Those skilled in the art will appreciate other aspects of the inventionbased on the discussion that follows and the drawings appended hereto.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the present invention will now be describedin connection with the figures appended hereto, in which:

FIG. 1 is a perspective view of a section of an interior of an aircraftshowing multiple interior aircraft features and intersections;

FIG. 2 is a perspective view of an interior of an aircraft having a blowup feature highlighting a bulkhead transition insert, showing a firstbuffer zone according to the present invention;

FIG. 3 is another perspective view of an aircraft interior highlightinga soft seal intersection between a sidewall or headwall and a bulkhead,showing a second buffer zone according to the present invention;

FIG. 4 is a perspective view of an adjustable-width bulkhead, showing athird buffer zone according to the present invention;

FIG. 5 is a perspective view of an end of a personal services serviceunit, showing a fourth embodiment of a buffer zone according to thepresent invention;

FIG. 6 is a perspective view of an end of the personal service unit showin in FIG. 5, in an orientation where the personal service unit ismounted against a bulkhead wall;

FIG. 7 is a graphical illustration of the fourth embodiment of thebuffer zone according to the present invention; and

FIG. 8 is an end view of a transition end cap forming a part of thefourth embodiment of the buffer zone according to the present invention.

DETAILED DESCRIPTION

The description of the invention set forth below focuses on one or moreexamples of the invention. These examples are intended to be exemplaryof the invention and not limiting of the scope of the invention. Asshould be apparent to those skilled in the art, the examples describedherein present aspects of the invention for which there are numerousvariations and equivalents. Those variations and equivalents areintended to be encompassed by the present invention.

The various figures presented herein are contemplated to be employed inconnection with an aircraft typically referred to as a business aircraftor a personal aircraft. Business and personal aircraft share manyfeatures with commercial aircraft, except that business and privateaircraft tend to be more modest in size and offer a different interiorconfiguration for the passengers. While aspects of the present inventionare intended to be employed in connection with a business aircraft or aprivate aircraft, it is noted that one or more aspects of the presentinvention may be employed on a commercial aircraft. Separately, it iscontemplated that one or more aspects of the present invention may beemployed on other vehicles, including recreational vehicles, boats,trains, etc., without departing from the scope of the present invention.

Turning first to FIG. 1, there is shown an interior section 10 of anaircraft. The interior section 10 includes ceiling panels 12, personalservice units 14, sidewalls 16, a side ledge 18, and a bulkhead 20. Itis readily apparent from FIG. 1 that there are multiple locations wherethere may be gaps or spaces between various ones of the interiorfeatures, primarily along the longitudinal length of the aircraft.

As illustrated in FIG. 1, two gaps 22 may be established between abulkhead transition insert 24 and adjacent ceiling panels 12. Inaddition, a gap 26 may be established between the sidewall 16 and thebulkhead 20. Still further, a gap 28 may be established between thepersonal service unit 14 and the bulkhead 20. Another gap 82 may beestablished between a side ledge 18 and the bulkhead 20. Each of thesegaps 22, 24, 28, 82 establish locations where the fit and finish of theinterior of the aircraft may be diminished during the dynamic conditionsassociated with aircraft flexure. In particular, during instances ofaircraft flexure, among other reasons, the gaps 22, 24, 28, 82 mayincrease in size, change shape, or otherwise negatively impact theappearance of the interior the aircraft. The present invention providesfor several embodiments of buffer zones that are contemplated to reduceor eliminate the unsightly appearance of the gaps 22, 24, 28, 82,regardless of the static or dynamic conditions in the aircraft.

Turning now to FIG. 2 there is shown again an interior section 10 of anaircraft. A close-up view of the first buffer zone 30 according to thepresent invention is provided in the enlarged detail included in thedrawing. As shown, the buffer zone 30 is associated with the bulkheadtransition insert 24 and the adjacent ceiling panels 12.

The bulkhead transition insert 24 extends along a circumferential arcwithin the interior of the aircraft between two bulkhead walls 20. Thebulkhead transition insert 24 abuts against two soft seal elements 32 onopposite sides thereof. The soft seal elements 32 are positioned withincavities 34 established within the edges 36 of the ceiling panels 12. Asillustrated, a gap 38 exists between the edges 36. The gap 38 has awidth 40. The gap 38 exposes the surface of the bulkhead transitioninsert 24 so that the bulkhead transition insert 24 is made visible topersons within the interior section 10 of the aircraft.

As made apparent in FIG. 2, the edges 36 of the adjacent ceiling panels12 extend across the width of the aircraft, along a lateral axis 42perpendicular to a longitudinal axis 44 of the aircraft. The edges 36form transitions along the entire length of the intersection between theceiling panels 12 and the bulkhead transition insert 24.

The edges 36 are made of a flexible material. The edges 36 may begreater than one inch wide, or alternatively greater than two inches inwidth, as required or as desired. The edges 36 are allowed to freelymove in relation to the bulkhead transition insert 24. The flexiblematerial that makes up the edges 36 may be an elastomeric material suchas a rubber or polyurethane foam that is able to be compressed andspring back to its regular length during the ordinary compression andexpansion of the aircraft fuselage during service. The soft sealelements 32 that are disposed within the edges 36 also are contemplatedto be made of a flexible material.

With continued reference to FIG. 2, it is noted that the edges 36 arecontemplated to be fashioned as hollow structures, defining the cavities34 that house the soft seal elements 32. The edges 36 and soft sealelements 32 are contemplated to be biased against the bulkheadtransition insert 24 in the direction of the arrows 46. With thisconstruction, the edges 36 are biased to remain in constant contact withthe surface of the bulkhead transition insert 24 regardless of the width40 of the gap 38 between the edges 36.

The soft seal elements 32 are contemplated to provide the primarybiasing force for the edges 36 of the ceiling panels 12, pressing theedges 36 against the surface of the bulkhead transition insert 24. Dueto the bias against the bulkhead transition insert 24 by the soft sealelements 32, the interior surfaces 48 of the edges 36 are pressedagainst the bulkhead transition insert 24. The interior surfaces 48,biased by the soft seal elements 32, slide across the surface bulkheadtransition insert 24 as the ceiling panels 12 move with respect to oneanother during instances of aircraft flexure. As the edges 36 of theceiling panels 12 move with respect to one another during aircraftflexure, the width 40 of the gap 38 changes in dimension.

As should be apparent from the foregoing, the soft seal elements 32, incooperation with the flexible edges 36 of the ceiling panels 12,establish a first embodiment of the buffer zone 30 according to thepresent invention. In particular, the buffer zone 30 provides a gap-freetransition between the ceiling panels 12 and the bulkhead transitioninsert 24. With the buffer zone 30, the creation of any gaps 22 betweenthe edges 36 of the ceiling panels 12 and the bulkhead transition insert24 is avoided or at least greatly reduced. As a result, the aestheticappearance of the interior section 10 of the aircraft is improvedregardless of the flexure condition of the aircraft.

FIG. 3 again shows the interior section 10 of an aircraft. In this view,an enlarged section of the sidewall 16 is shown. The sidewall 16includes an edge 50 with a soft seal element 52 disposed therein. As inthe embodiment of the buffer zone 30, the edge 50 is flexible. The edge50 establishes a cavity 54 that houses the soft seal element 52. Thesoft seal element 52 is biased in the direction of the arrow 56. Theedge flexibly engages at the gap 26 forming the intersection between thesidewall 16 and the bulkhead 20. The flexible edge 52 creates a softseal between the sidewall 16 and the bulkhead 20. The flexible edge 52is made of a resilient material that may be compressed and bounce backto full length depending on the compression and expansion of thefuselage and the sidewall 16 relative to the bulkhead 20. The edge 52may be at least one inch in width, or alternatively at least two inchesin width, as required or as desired. The material forming the flexibleedge 52 may be an elastomeric compound, a polyurethane foam, or otherresilient polymer that is able to be compressed and then re-expandedduring service. The soft seal element 52 also is contemplated to be madeof a similar flexible material.

As should be apparent from the foregoing, the soft seal element 52, incooperation with the flexible edge 50 of the sidewall 16, establish asecond embodiment of a buffer zone 58 according to the presentinvention. In particular, the buffer zone 58 provides a gap-freetransition (or substantially gap-free transition) between the sidewall16 and the bulkhead 20. With the buffer zone 58, the creation of anygaps 26 between the edge 50 of the sidewall 16 and the bulkhead 20 isavoided or at least greatly reduced. As a result, the aestheticappearance of the interior section 10 of the aircraft is improvedregardless of the flexure condition of the aircraft.

FIG. 4 is a close up view of the bulkhead 20 that includes bulkheadsurfaces 60, 62. The bulkhead surfaces 60, 62 are secured to an internalcage frame 64 that is anchored to the interior of the aircraft. It iscontemplated that the cage frame 64 is secured to the floor 66 of theaircraft.

As illustrated in FIG. 4, a gap 68 is established between the bulkheadsurfaces 60, 62. The cage frame 64 is disposed in the gap 68. The width70 of the gap 68 is variable to accommodate the dynamic conditionsassociated with aircraft flexure.

FIG. 4 illustrates a third embodiment of a buffer zone 72 between thebulkhead surfaces 60, 62. The buffer zone 72 permits the bulkheadsurfaces 60, 62 to move in relation to one another on opposite sides ofthe cage frame 64. To permit the bulkhead surfaces 60, 62 to moverelative to one another and the cage frame 64, the bulkhead surfaces 60,62 are attached to the cage frame 64 via soft seal elements 74. 76. Asin prior embodiments of the buffer zone 30, 58, the soft seal elements74. 76 may be made from a flexible material such as foam, rubber, or anyother type of elastomeric material.

As illustrated in FIG. 4, the bulkhead surface 60 is permitted to movein the direction of the arrows 78. Similarly, the bulkhead surface 62 ispermitted to move in the direction of the arrows 80. The soft sealelements 74, 76 flex during moments of aircraft flexure to permit themovement of the bulkhead surfaces 60, 62 in relation to the cage frame64.

The soft seal elements 74, 76 may be varied in size so that the bulkheadsurfaces 60, 62 may be positioned immediately adjacent to the adjacentside ledges 18. In this fashion, the buffer zone 72 eliminates or atleast minimize the formation of any gaps 82 between the side ledges 18and the bulkhead 20, specifically the bulkhead surfaces 60, 62.

As should be apparent from the foregoing, the soft seal elements 74, 76,in cooperation with the bulkhead surfaces 60, 62 and the side ledges 18,establish the third embodiment of the buffer zone 72 according to thepresent invention. In particular, the buffer zone 72 provides a gap-freetransition between the side ledges 18 and the bulkhead surfaces 60, 62of the bulkhead 20. With the buffer zone 72, the creation of any gaps 82between the side ledges 18 and the bulkhead 20 are avoided or at leastgreatly reduced. As a result, the aesthetic appearance of the interiorsection 10 of the aircraft is improved regardless of the flexurecondition of the aircraft.

In connection with the embodiment of the buffer zone 72, it is notedthat the side ledges 18 and the cage frame 64 are fixedly mounted withinthe aircraft. In particular, the cage frame 64 and the side ledges 18are two of the features within the aircraft are the features aroundwhich other elements in the aircraft are designed. For this reason, thebuffer zone 72 cooperates with the buffer zone 58 to minimize oreliminate gaps 82 that may form during dynamic the conditions associatedwith aircraft flexure.

FIGS. 5-8 illustrate aspects of a fourth embodiment of a buffer zone 84according to the present invention. Here, the buffer zone 84 isestablished between ends 86 of the personal service units 14 and thebulkhead 20, specifically the bulkhead surfaces 60, 62.

As illustrated in FIG. 5, the personal service unit 14 has alongitudinal end 86. The personal service unit 14 includes a front face88 that runs longitudinally along the wall of a fuselage. At thelongitudinal end 86 of the personal service unit 14, there is shown atransition end cap 90. The transition end cap 90 is essentially anL-shaped bracket that is attached, at an attachment end 91, to thebulkhead 20. A protrusion 92 protrudes from the attachment end 91 of thetransition end cap 90 and extends behind the end 86 of the personalservice unit 14.

As made apparent by FIGS. 5, 6, and 7, during instances of aircraftflexure, the end 86 of the personal service unit 14 slides adjacent tothe protrusion 92 during instances of aircraft flexure. In this fashion,as the distance 93 between the end 86 of the personal service unit 14and the bulkhead 20 changes during aircraft flexure, the amount of theprotrusion 92 that is visible between the end 86 of the personal serviceunit 14 and the bulkhead 20 changes. While this distance 93 changes, novisible gaps 28 are created because the protrusion 92 presents asufficient length behind the end 86 of the personal service unit 14 thatthe surface of the protrusion 92 remains visible to passengers in theaircraft. As such, while the distance 93 changes, the passengers areunlikely to perceive the changes when the aircraft is subjected todynamic conditions resulting in aircraft flexure. In one contemplatedembodiment, the protrusion 92 may be provided with a soft seal element94 that is positioned between the protrusion 92 and the rear surface ofthe personal service unit 14.

As should be apparent from the foregoing, cooperation between theprotrusion 92 on the transition end cap 90 attached to the bulkhead 20and the end 86 of the personal service unit 14 establishes the fourthembodiment of the buffer zone 84 according to the present invention. Inparticular, the buffer zone 84 provides a gap-free transition betweenthe end 86 of the personal service unit 14 and the protrusion 92 on thetransition end cap 90 attached to the bulkhead 20. With the buffer zone84, the appearance of any gaps 26 between the bulkhead 20 and thepersonal service unit 14 are avoided or at least greatly reduced. As aresult, the aesthetic appearance of the interior section 10 of theaircraft is improved regardless of the flexure condition of theaircraft.

In connection with the fourth embodiment of the buffer zone 84, it isnoted that the construction offers an additional advantage in that theend 86 of the personal service unit 14 may abut against the bulkhead 20.Since the personal service unit 14 typically covers light strips, suchas strips of light emitting diodes, the light strips may extend to aposition near to the end 86 of the personal service unit 14. As a resultof this construction, the lighting strips may extend to a location verynear to the bulkhead 20. This further improves the aesthetic appearanceof the interior of the aircraft.

FIG. 7 is a graphical illustration that shows the relative positioningof the personal service unit 14, the transition end cap 90, and thebulkhead 20. The soft seal element 94 is shown. The soft seal element 94is illustrated as being incorporated into the end of the protrusion 92,consistent with other embodiments of the present invention as discussedabove. In an alternative embodiment, the soft seal element 94 may beattached to the end of the protrusion 92. As with other embodiments, itis contemplated that the soft seal element 94 biases the end of theprotrusion 92 into contact with the end 86 of the personal service unit14.

FIG. 8 is an end view of the transition end cap 90 that is attached tothe bulkhead 20. As is apparent, the transition end cap 90 iscontemplated to be shaped such that it is complimentary to the shape ofthe personal service unit 14.

Within the present specification, there may be explicit or implicitreferences to aspects of safety. It is noted that any comments orimplications with respect to safety are merely for purposes of thepresent discussion. As should be apparent to those skilled in the art,any furniture and/or components that are incorporated in the interiorspace of an aircraft are subject to various federal regulationsworldwide. As a result, any suggestion, whether explicit or otherwise,should not be taken as an indication that any component of an aircraft,whether currently produced or not, is more or less safe than any othercomponent.

As indicated above, the present invention is not intended to be limitedsolely to the examples described and/or illustrated herein. To thecontrary, there are numerous variations and equivalents that should beapparent to those skilled in the art based upon the examples describedand/or illustrated herein. Those variations and equivalents are intendedto be encompassed by the present invention.

1.-21. (canceled)
 22. An aircraft personal service unit configuration,comprising: a personal service unit; a bulkhead; a transition end capdisposed on the bulkhead; and a soft seal element for biasing thetransition end cap against the personal service unit; wherein thetransition end cap and the personal service unit are in slidingengagement with one another.
 23. (canceled)
 24. The aircraft personalservice unit configuration of claim 22, wherein the soft seal elementcomprises a flexible material.